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Trainee Handout
2. Safety of life, which minimizes the loss of men, material and environment.
6. Familiarize to the use of various portable fire extinguishers and fixed installation for
fire fighting.
8. Finally to fight and extinguish fire with minimum damage to man and material.
Fire can be devastating on a ship - particularly on a passenger ship, where large numbers of people
may need to be evacuated, or on a ship carrying inflammable cargo, with serious risks to
crewmembers or to ports and harbours. On 1 July 2002, a comprehensive new set of requirements for
fire protection, fire detection and fire extinction on board ships entered into force as a new revised
Chapter II-2 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, incorporating technological advances in fire detection and extinction as well as lessons
learned from fire incidents over the years. The regulations are designed to ensure that fires are first of
all prevented from occurring - for example by making sure that materials such as carpets and wall
coverings are strictly controlled to reduce the fire risk; secondly, that any fires are rapidly detected;
and thirdly; that any fire is contained and extinguished. Designing ships to ensure easy evacuation
routes for crew and passengers are a key element of the chapter.
The first fire protection requirements for international shipping were developed as part of the 1914
SOLAS Convention, which was developed in response to the sinking of the Titanic in 1912. Although
the 1914 SOLAS Convention was prevented from coming into force due to World War I, it did
contain basic fire safety requirements which were later carried over to the 1929 SOLAS Convention.
After the adoption of the 1929 SOLAS Convention, many lessons were learned about the safety of
shipping in general, including fire protection, which led to the adoption of the 1948 SOLAS
Convention. In 1934, a fire aboard the passenger ship Morro Castle caused 134 casualties. The
investigation of the Morro Castle fire, and the lessons learned from it, played a major part in the
development of the non-combustible construction regulations which today form the basis of the fire
safety regulations for passengers ships. In addition, many advances in maritime technology were
made during World War II and subsequently incorporated into the 1948 SOLAS Convention. As a
result, a greater emphasis was placed on fire safety aboard ships and this was demonstrated by the
development of three new parts (parts D, E and F) being added to chapter II of the 1948 SOLAS
Convention which were exclusively dedicated to fire safety. In addition, the SOLAS 1948
requirements applied to both passenger ships and cargo ships.
The 1948 SOLAS Convention established three methods of construction for passenger ships and
basic fire protection requirements for cargo ships. The 1948 SOLAS Convention was eventually
updated with the 1960 SOLAS Convention. The most significant change incorporated into the 1960
SOLAS Convention, related to fire safety, was the application of certain passenger ship fire safety
requirements to cargo ships
Important Termilogy
BOIL OVER: A phenomenon produced when water falls on oil that is at temperature close to or
higher than the boiling temperature of water i.e. 100ºC water gets converted into steam and rises
with particles of oil in the form of clouds which gets ignited instantaneously in dangerous manner.
Such an occurrence can spread the fire and cause injury to the personnel nearby.
FLAMMABLE / EXPLOSIVE RANGE: The range of combustible vapours or gas in air within
which the vapour and air mixtures is flammable between the UFL and LFL that allows a fire or an
explosion to take place.
STATIC ELECTRICITY: The electricity produced on dissimilar material through physical contact
and separation.
INERT CONDITION: A condition in which oxygen contained through out the atmosphere of a
tank has been reduced to 8% or less by volume by addition of inert gas.
GAS FREE: A tank, compartment or a container is gas free when sufficient air has been introduced
in to it to lower the level of any flammable / toxic gases or inert gases to those required for a specific
purpose e.g. Hot work, entry etc.
FLASH POINT: The lowest temperature at which a liquid gives of sufficient gas vapours to form a
flammable gas mixture near the surface of the liquid which will flash momentarily when flame is
applied, e.g., oils with flashpoints below 23ºC are classified as dangerous highly inflammable, such
oils are gasoline, benzenes, etc.
IGNITION POINT / FIRE POINT: This is the temperature at which the volatile vapours given off
from a heated oil sample are ignitable by flame application and will burn continuously. The fire
point temperature can be anything up to about 40ºC higher than the closed flashpoints temperature
for most fuel oils.
BURNING SPEED: Burning Speed or Flame Speed is the speed of rapid propagation of the flame
from flammable vapour and air mixture. When flammable vapour and oxygen are present in the
right quantity required to oxidize it completely, then the mixture is said to be stochiometric and any
ignition will produce the most rapid propagation of flame.
HOT WORK: It is the work involving sources of ignition or temperature sufficiently high to cause
ignition of a flammable gas mixture. This includes any work requiring the use of welding, burning
or soldering equipment, blow torches, some power driven tools, portable electrical equipment’s
which is not essentially safe or contain with in an approved explosion proof housing, sand blasting
equipment and internal combustion engine.
WATER FOG: A suspension in the atmosphere of very fine droplets of water usually delivered at
high pressure through a fog nozzle to use in the fire fighting.
WATER SPRAY: A suspension in the atmosphere of water divided into coarse drops by delivery
through a special nozzle for use in fire fighting.
HALON: A halogenated hydrocarbon used in fire fighting, which inhibits flame propagation.
RESUSCITATOR: Equipment to assist or restore the breathing of a man caused by gas or lack of
oxygen.
Fires of common combustible solids such as wood, paper and plastic are best put out
Class A Fires—Fires
by water, a cooling agent. Foam and certain dry chemicals, which act mainly as smothering or chain
chain-
breaking agents, may also be used.
Fires caused by flammable liquids such as oil, grease, gas and other substances give
Class B Fires—Fires
off large amounts of flammable vapors and require smothering agents to do the job. Dry chemi chemical,
foam and carbon dioxide (CO2) may be used. However, if the fire is being supplied with fuel by an
open valve or broken fuel line, you must first shut down the source of the fuel. This action alone may
stop the fire or at least make it easier to put out.
ou In a gas fire, it is important to shut down the source
of the fuel. Attempting to put out the fire without shutting down the sources, creates an explosive
hazard that is more dangerous than the fire itself. If may be necessary to put out a gas fire befo before
shutting down the fuel supply in order to save a life or reach the supply valve, but these should be the
only exceptions.
Class C Fires—For fires involving energized electrical equipment, conductors or appliances, non-
conducting extinguishing agents must be used such as CO2, Halon and dry chemical. Note that dry
chemical may ruin electronic equipment. Always attempt to remove the source of electricity to
remove the chance of shock and the source of the ignition.
Combination Class A and C Fires—Since energized electrical equipment is involved in these fires,
non-conducting agents must be used. CO2, Halon, and dry chemicals are best. CO2 reduces the
oxygen supply, while the others break the chain reaction. REMEMBER: Always try to de-energize
the circuit.
Combination Class D Fires—These fires may involve combustible metals such as potassium,
sodium, and their alloys, and magnesium, zinc, zirconium, titanium and aluminum. They burn on the
metal surface at very high temperature, often with a brilliant flame.
Water should not be used on Class D fires. It may add to the intensity and cause the molten metal to
splatter. This, in turn, can extend the fire and inflict serious burns on those near by. Combustible
metal fires can be smothered and controlled with special agents known as dry powders. Although
many people use the term interchangeably with dry chemicals, the agents are used on entirely
different types of fires: dry powders are used only to put out combustible metal fires; dry chemicals
may be used on other fires, but not on Class D fires.
Spontaneous combustion
Dirty waste, rags, sawdust and other rubbish - especially if contaminated with oil - may generate heat
spontaneously which may be sufficient to ignite flammable mixtures or may set the rubbish itself on
fire. Such waste and rubbish should therefore be properly stored until it can be safely disposed of.
Materials in ship's stores, including linen, blankets and similar absorbent materials are also liable to
ignite by spontaneous combustion if damp or contaminated by oil. Strict vigilance, careful stowage
and suitable ventilation are necessary to guard against such a possibility. If such materials become
damp, they should be dried before being stowed away. If oil has soaked into them, they should be
cleaned and dried, or destroyed. They should not be stowed in close proximity to oil or paints, or on
or near to steam pipes.
Machinery spaces
All personnel should be made fully aware of the precautions necessary to prevent fire in machinery
spaces - in particular, the maintenance of clean conditions, the prevention of oil leakage and the
removal of all combustible materials from vulnerable positions. Suitable metal containers should be
provided for the storage of cotton waste, cleaning rags or similar materials after use. Such containers
should be emptied at frequent intervals and the contents safely disposed of. Wood, paints, spirits and
tins of oil should not be kept in boiler rooms or machinery spaces including steering gear
compartments. All electric wiring should be well maintained and kept clean and dry. The rated load
capacity of the wires and fuses should never be exceeded.
Galleys
Galleys and pantries present particular fire risks . Care should be taken in particular to avoid
overheating or spilling fat or oil and to ensure that burners or heating plates are shut off when
cooking is finished. Extractor flues and ranges etc should always be kept clean. Means to smother fat
or cooking oil fires, such as a fire blanket, should be readily available close to stoves. Remote cut-
offs and stops should be conspicuously marked and known to galley staff
Fire Prevention
If total awareness is created to all personnel on Fire Prevention, then there is no need for Fire
Detection, Fire Fighting etc. Remember the old saying “ Prevention is better than Cure”
Safety precautions
Fire aboard a general cargo vessel can be disastrous. Common causes are:
The prevention of fire on board ship is of utmost importance. Below is outlined all probable sources
of ignition and how to take preventive measures.
Smoking Conspicuous warning notices should be displayed in any part of the ship where
smoking is forbidden (permanently or temporarily) and observance of them should be strictly
enforced. Ashtrays or other suitable containers should be provided and used at places where smoking
is authorised.
All electrical appliances should be firmly secured and served by permanent connections whenever
possible. Flexible leads should be as short as practicable and so arranged as to prevent their being
chafed or cut in service.Makeshift plugs, sockets and fuses should not be used. Circuits should not be
overloaded since this causes the wires to overheat, destroying insulation and thus resulting in a
possible short-circuit which could start a fire. Notices should be displayed warning that approval
should be obtained from a esponsible officer to connect any personal electrical appliances to the
ship's supply. All portable electrical appliances, lights etc should have insulation readings taken
before use, and should be isolated from the mains after use. Electrical equipment which is to be used
in any cargo area should be of an approved design.
It is important that all fixed electric heaters are fitted with suitable guards securely attached to the
heater and that the guards are maintained in position at all times. Drying clothing on or above the
heaters should not be permitted and suitably designed equipment should be supplied, or areas
designated. When using drying cabinets or similar appliances, the ventilation apertures should not be
obscured by overfilling of the drying space. Any screens or fine mesh covers around the ventilation
apertures should be regularly inspected and cleaned, so that they do not become blocked by
accumulated fluff from clothing.
The use of portable heaters should be avoided wherever possible. However, if they are required while
the ship is in port (as temporary heating during repairs and as additional heating during inclement
weather), a protective sheet of a non-combustible material should be provided to stand them on to
protect wooden floors or bulkheads, carpets or linoleum. Portable heaters should be provided with
suitable guards and should not be positioned close to furniture or other fittings. These heaters should
never be used for drying clothes etc.
Personal portable space-heating appliances of any sort should not be used at sea and notices to this
effect should be displayed. The construction and installation of electric heaters should always be
carried out in accordance with the relevant regulations and instructions or guidance supplied by the
manufacturer.
FIRE DETECTION
The concept of preventing outbreak of fire or reducing the risk of spreading and avoiding the danger
from fire to personnel and property is termed as fire prevention. The ultimate aim is to prevent the
outbreak of fire. It must be however realized that perfectness is unlikely to be achieved due to either
engineering compromise or human error. For example, electrical faults, which could give risk of fire
cannot be totally eliminated but can be minimized by good design, construction and installation.
Protective measures are included in the ships design such as segregation of accommodation space
from cargo space. With this provisions it is important that fire detection is achieved so that the crew
has a reasonable chance of extinguishing the fire. Marine fire prevention consists of a combination of
active and passive defense, which forms integrated systems. Some common preventive measures are
as listed below:
a) All machinery space to be kept clean.
b) Any fuel or oil leak must be attended to immediately.
c) Remote control of various machinery, blowers and fuel quick closing valves must be available a
operational.
d) It should be possible to operate a fire pump / bilge pump from outside the machinery spaces.
e) Regular patrol should be undertaken in the accommodation spaces.
f) Stores such as paints and mineral oils must be kept out of accommodation spaces in specifically
provided lockers.
g) Galley appliances must be switched off when not in use.
h) Special care must be taken when repairs are undertaken to ensure that fire
fighting equipments to be made available.
The above list is by no means exhaustive and general awareness must be created to prevent any outbreak
of fire on board a ship.Fire detector is device, which actuate on one scientific principle or another to give
early warning of any assurance of fire. The detector operates in presence of a fire by reaching to one or
more of the three characteristics of fire. i.e. smoke, heat & flame. There are three types of detectors,
which are as follows: -
SMOKE DETECTORS
Smoke is a complex thing to describe because it varies considerably with materials that are burning.
Basically it is composed of small particles suspended in air. And these particles have to be detected by
IONISATION DETECTOR: It is more sensitive to the smaller particles of smoke. In fact it is most
sensitive to the invisible products of combustion that are given off in the early stage of fire which are
given off by a clean burning of fire. The heart of this detector is an Ionization chamber in which a
radioactive source acts on the atoms of air in the chamber to produce positive or negative ions. Two
plates, which are positively or negatively charged, are contained in the chambers. Ions are attracted to
plates of positive polarity thereby causing small electric current flows in the external circuit. When
smoke particles enter the chamber they become attracted to the ions causing the movement of ions
between plates. This results in reduction in current flowing in the external circuit, which is used to
initiate an alarm.
OPTICAL DETECTOR: It becomes more sensitive as fire ages and suspend particles grow larger
and visible which can be seen by naked eyes. Optical detector would be effective in the early detection
of a PVC or rubber fire, which produces dense cloud of smoke immediately. These are further
classified as LIGHT OBSERVATION TYPE & LIGHT SCATER TYPE. In observation type, a
parallel beam of light is directed on to a photoelectric cell so that a current flows all the times. When
smoke particles are introduced some of the light is reflected away from the photo cell causing reduced
flow of current, which results in activation of alarm.In light scatter system; the light source is situated
from a photocell so that no current flows in a non-fire condition. When smoke reaches to chamber
light is scattered on the photoelectric cell, which then generates the electric current to initiate the
alarm.
FLAME DETECTORS:
Most common type of radiation type is the infra red type. It is the special device sensitive to
radiation from flame. Only and not the radiation’s from other harmless sources. Such as sunlight,
bulb and electric sparks. This type of detector is very effective. It does not depend upon smoke or
heat from the fire.Ultraviolet detector is used where the maximum reliability and rapid response of
flame is required. It is fitted in all craft hangers explosive and other flammable goods.Ultra violates
detectors compresses two electrode across which a high voltage is applied. The electrodes are
enclosed in a glass envelope, which will pass ultra-violet radiation, and the envelope is filled with an
ionized gas.
HEAT DETECTOR
The most obvious effect of the fire is heat, but it is the last effect to make its present felt. Besides
causing a rise in temperature, effects of heat are recognized in other ways, which are used in different
types of heat detectors.
There are two types:
a) Fixed temperature
b) Rate of rise
When vessels in the past caught fire while at sea, they usually tried to fight the fire by conventional
means. Obviously each case must be treated in the light of the circumstances prevailing at the time,
with due consideration being given to the facilities available. In the author’s view attempts should be
made in the case of engine room fires to bring them under control before the injection of a fire-
fighting gas medium, for the following reasons:
1. Injection of, say,CO2 gas would immobilise the machinery space and virtually leave the vessel
without motive power and at the mercy of the weather.
2. Once injection has taken place, it is unlikely that a second supply of gas could be made available.
Therefore, as there is only one chance in most cases for the gas to take effect, this chance should not
be wasted in the early stages. This is not to say that there should be any hesitation once it has been
decided to use gas. Then speedy injection could be to the benefit of all. Conventional fire-fighting
methods in the way of hose/branch lines and foam installations within the machinery space may be
the ideal firefighting medium. Breathing apparatus will be needed, so that a plentiful supply of ‘full
air bottles’ will be required; failing this, means of refilling (compressor) air bottles, located outside
the machinery space, should be provided. In several cases valuable time has been bought by fighting
a fire by conventional means until the air bottles for the self-contained breathing apparatus have run
out.Time won in this way can be usefully employed in seeking out a safe anchorage or port having
good fire-fighting facilities or clearing away survival craft. Cargo hold and tank space fires may, by
their very nature, have to be treated as completely different sorts of fire. Relevant facts as to the
available access to the fire area have to be considered, and flooding of a fire area may also be a
worthwhile proposition, having due regard to the stability and free surface effects.
In general the Administration does not permit the use of steam as a fire extinguishing medium in
fixed fire extinguishing systems. However, where the use of steam is permitted, it should be used
only in restricted areas as an addition to the required fire-fighting medium. The boilers supplying
such steam will have an evaporation of at least 0.1 kg of steam per hour for each 0.75m3 of the gross
volume of the largest space to be protected. In complying with these requirements the system shall be
determined by and to the satisfaction of the Administration.
This is probably the most popular of all the fixed fire-fighting systems employed at sea.The normal
design incorporates a fixed bank of CO2 container bottles whose contents can be directed,
automatically or by direct
1. It is a non-flammable
flammable gas.
2. It is colourless.
3. It is odourless.
5. It is comparatively cheap.
8. Normal
ormal temperature of liquefied CO2 is _20°C.
a) An automatic fire alarm and detection system fitted on board ships, gives fire alarm on bridge
and in engine room /control room on sensing fire. The object of fitting fire detectors is to
minimize the effects of unwanted fires by sounding alarm, to alert ship’s personnel, before the
fire has a chance to grow too large or spread too far. They are fitted in accommodation and
machinery spaces.
b) Automatic fire detectors operate on various principles. The type that are provided on board
ships are generally the one which is stated above.
A fire alarm system is designed to give an early warning in case of smoke and fire in building site /
ship so that one can extinguish thethe fire immediately, protect persons and property, records, costly
equipment’s etc. from being destroyed. It is usually powered with the single
single-phase AC mains with
battery backup up to 48 hrs, and it needed DG backup. Thus being safe (fool proof) for irreg irregular
power supply, also cross zoning is eliminated with the help of addressable detectors (a special type of
detector in which a 4 bit code is given one for its zone. Third and fourth for the Serial number of
detector in that particular circuit) and placing
placing the two detectors in series e.g. the heat sensitive one
and the rate of heat rise type. The other major advantage of fire alarm system is its synchronization
with real time to record the zone, time, place of the affected area can be printed immediately oor
logged on an hourly basis thus ensuring proper functioning of the system and is usually coupled to
PAS (PUBLIC ADDRESS SYSTEM) for aural message communications. There are two types of fire
alarm systems viz, Manual & Automatic. The most common is being aautomatic type. The main
components of fire alarm systems are as follows:
1. Main control panel, usually a separate card (PCB) for each zone.
2. Repeater panel usually in the Main Security Room.
3. Open solenoid valve of a canisters or other extinguishers / sprayers.
Generally all major fires originate from either a smaller fire or an explosion. It is unlikely that fires
within the accommodation will be caused by an explosion; consequently, speedy and efficient action
to deal with the smaller fire will often prevent the larger, more crippling fire developing. Regular
training drills,well planned and using all the ship’s equipment, are not only reassuring to passengers
and crew members but an efficient method of making personnel familiar with the equipment
available. Even if a fire is only suspected, the alarm should be raised immediately and crew members
should be in no doubt that a false alarm would not result in punishment. Accommodation fires
generally occur in Class ‘A’ combustible material (see Table 15.1); bearing this in mind, the
following course of action is recommended :
10. If traffic,weather and sea room will allow bring the wind to a direction that will reduce the
draught in the ship.
The order of events will, without doubt, vary with circumstances, and the actions of individuals will
be dependent on the location of the fire and the facilities available in the vicinity.The above-
mentioned procedure may be elaborated on. Reduction of speed is necessary because the speed of the
vessel through the water will provide continuous draught for the fire. This will provide oxygen for the
fire, not the required starvation.
Closing down all mechanical ventilation will help to stop the passage of heat and smoke throughout
the ship. Should heat or smoke be drawn in through passages etc. it may become necessary to
evacuate adjoining compartments. gain starvation of the oxygen supply, effectively reducing the
spread of heat, smoke and the fire itself, will not be accomplished.
Isolation of ‘live circuits’ is necessary because the dangers of water as an electrical conductor are
well known, particularly when a strong jet of water is being brought into operation. Isolation of live
circuits must be carried out before the fire is attacked with any water branch line, whether operating
on jet or spray.
Surrounding the fire and attacking it, rather than operating from one side only, stops the fire being
pushed from one region to another. It should not be forgotten that any fire has no less than six sides,
and all six sides should be attacked whenever possible.This may only be in the form of boundary
cooling of bulkheads, but the heat content and its effect are reduced.
Watertight and fire doors must be closed for any emergency when the hull is threatened. Not only is
the passage of heat and smoke restricted but subsequent casualties caused by the passage of fire or
explosion can be greatly reduced.This is especially important on passenger vessels. Breathing
apparatus is essential for tackling accommodation fires, especially if internal fittings such as
furniture containing polyurethane foam are present.Toxic fumes from burning upholstery can be
extremely hazardous for fire-fighters.Smoke helmets, for this reason, should not be worn, only the
self-contained breathing apparatus.
Tackling the fire speedily is essential. Unless early location of the fire is made, fire-fighting may
become extremely difficult. Rows of cabins and passageways tend to transmit heat and smoke quickly
over a considerable area. Many of the cabins may form smoke traps, disguising the location of the fire
to the fire-fighter or rescuer. Initial actions are important, and these will depend on location and type
of fire. If it is in a cabin, considerable build-up of heat may have already taken place, and entry could
be disastrous if the interior has not been cooled off. This can usually be achieved by breaking open
the bottom panel of the door and directing a jet to the deck head.This action will cause a deflection of
the water jet and cool the interior of the cabin down, prior to entry by fire fighters behind a protective
spray curtain. Indiscriminate smashing of ports and doors, however, should be avoided unless
necessary to save life.
The successful extinguishing of a galley fire will be more readily achieved if the location and method
of using the available extinguishing agents are known before hand. Freedom of access to these
extinguishing agents is essential, and they should at no time be used for any other purpose than that
for which they are designed. A ship’s galley will normally be equipped with several or all of the
following extinguishing agents;
3. CO2 extinguishers.
7. Fire box, close to hand, containing hose, spray/jet nozzle, and fire axe.
Speedy and correct use of the above could reduce the risk of a major fire.Lack of thought in tackling
the common chip pan fire could result in the whole of the galley area becoming engulfed in flames,
with the subsequent risk to catering personnel and to fire-fighters tackling the blaze.The majority of
galley fires occur at the cooking stove, or from activities associated with the stove, e.g. lighting oil
stoves, smoking when refilling oil reservoir, overheating pans of foodstuffs, especially fats etc.
Human error is probably one of the main contributing factors when pans of fat and such like are left
unattended, the escalation into a major blaze occurring when water is used as an extinguishing
agent.A limited amount of forethought and training may prevent a serious outbreak by covering the
open pan with a damp cloth, so cutting off oxygen from the blaze. The destruction of the so-called
fire triangle (Figure 15.3) can be readily achieved in all small fires by the elimination of heat, fuel or
oxygen. Major fires will respond in a similar manner when one of the three is nullified, but it may
take considerably longer than with a minor outbreak. For instance, an oil drip tray turned into a
blazing inferno by the direction of a jet of water on to it within the confines of the galley, is almost
impossible to control whereas oxygen could easily have been excluded by deflecting foam onto its
surface. A clean,well disciplined galley area will reduce the risk of fire. Regular drills and the training
of crews, especially catering personnel, in correct firefighting procedure will reduce the risk still
further.
The engine room of any vessel must be considered an extremely high risk area, containing as it does
certain items more susceptible to fire than any others on the ship.The majority of fires within the
engine room are oil fires, Class ‘B’ or electrical fires, Class ‘C’.
When an assessment of an outbreak of fire within the machinery space is made, detail as to the type
and the extent, together with the location, must be thorough.A minor oil spillage will probably be a
localised outbreak capable of being tackled by portable equipment, whereas a larger oil leak, say from
a broken fuel pipe, may cause an extensive fire that can only be extinguished by use of a fixed
smothering system such as CO2 or foam. Once an outbreak of fire inside the engine room has been
discovered, a suggested course of action would be as follows:
8. Attempt to contain the fire and extinguish by conventional means before use of fixed smothering
apparatus.
9. Close down all ventilation, using non-essential personnel, once the alarm is raised and the location
of the fire is established.
10. Close all watertight and fire doors as soon as possible after the alarm is raised.
The order of events will vary with circumstances, of course, and the recommendations given above
must be used only as a guide. The actions taken by the Master, chief engineer, engineering officers
etc. will also be dependent on the type of machinery and the geography of the engine room;but any
machinery space fire should be tackled after investigation has shown that the approach adopted will
contain and possibly extinguish the outbreak. Conventional means of fighting the fire should be
continued until supplies of foam compound are consumed or the available breathing air bottle supply
runs out.Then, as a last resort,CO2 or the equivalent should be injected in accordance with the fire-
fighting plans of the vessel. The actions needed to extinguish an engine room fire should be taken,
bearing in mind the limited supplies of conventional fire-fighting equipment on board. At the outset it
should be assumed that a time will arrive when conventional fire-fighting methods can no longer be
applied.To ensure the minimum amount of delay, therefore, any fixed fire-fighting installation should
be made ready for operation at the earliest possible moment after the extent of the fire has been
assessed.
Rescue of casualties should be a matter of priority, with due regard to the safety of rescuing
personnel. Correct methods of gaining access to a fired area must be employed to prevent the fire
spreading. Breathing apparatus should be employed to reduce the possiblility of further casualties.
First aid parties should be ready to treat any injury, especially burns. Regular drills will ensure that
personnel when attached to an emergency or stretcher party know how to recognise burns and apply
burn dressings.Use of the breathing apparatus and stretchers within the confines of a compact engine
room is not easy, and crew members should be exercised whenever drills are called to perform
demanding tasks throughout the awkward parts of the vessel.The length of a contact line between any
two fire-fighters should be tried and tested for adequacy when they are using engine room ladders.
Crews should be trained to use a messenger-location guide line when advancing into smoke-filled
blind areas, bearing in mind that if the fire is deep-seated, say around the bottom plates, some
breathing bottles will only last about 20 minutes.
Establishing efficient communications is one of the most essential requirements of tackling a fire at
sea.There must be a link up from firefighters to the support personnel and to the bridge. In order for
decisions to be taken, people in authority must be kept fully informed at all times of the situation. The
time to withdraw and inject, say CO2, can only be made by someone who is aware of all the facts,
Containment of the fire should first be attempted by use of conventional means, and the possibility of
using a water spray from above the fire, as with a funnel fiddley construction,must be seriously
considered. Not only will this produce a cooling effect before the injection, say, of CO2 but also a
steam cloud, causing a blanketing effect over the fire.
Watertight and fire doors should be closed as soon as possible for the safety of the vessel. Engine
room personnel should be well aware of emergency and tunnel escape systems.
Summary
On the discovery of the fire, the alarm must be raised, casualties removed from the scene and the fire
investigated and tackled with primary equipment. Depending on weather conditions and the location
of the fire, the oil supply should be cut off, emergency parties sent to the scene, and boundary cooling
should be started with the aid of emergency pumps and emergency generator.
Communications should be established to include the Master.The Con of the vessel should be
adjusted to minimise draught for as long as main engine power remains available. Any fixed
extinguishing system should be made ready for immediate use, the communications officer told to
stand by, in the event of urgency or distress messages becoming necessary for transmission.
Ventilation, fire doors and watertight doors should be sealed, and overhead cooling of the fire scene
should be carried out if possible. Personnel should be aware of particular hazards regarding smoke
density in an already dark area, and the possibility of re-ignition from hot metal surfaces after they
have assumed the fire to be out.
DESCRIPTION DIMENSION
Outside diameter (OD) 178 mm
Inside diameter (ID) 64 mm
Bolt circle diameter
132 mm
(PCD)
4 holes 19 mm in diameter spaced equidistantly on a
Slots in flange bolt circle of the above diameter, slotted to the flange
periphery
Flange thickness 14.5 mm minimum
Bolts and nuts 4, each of 16 mm diameter, 50 mm in length
The connection shall be of steel or other suitable material and shall be designed for 1.0 N/mm2
services. The flange shall have a flat face on one side and on the other shall be permanently attached
to a coupling that will fit the ship’s hydrant and hose. The connection shall be kept aboard the ship
together with a gasket of any material suitable for 1.0 N/mm2 services, together with four 16 mm
bolts, 50 mm in length, and eight washers.
2. FOAM (low expansion) EXTINGUISHING SYSTEM: Deck of oil tankers, heli deck and
open space)
Foam is the most suitable medium for extinguishing fires involving flammable liquids.
Extinguishing is achieved by turning a layer of foam on the surface of the liquid preventing fuel
vaporizing. After extinguishing the flames the foam blanket should be maintained to allow the
surrounding structure to cool below the ignition temperature of the liquid. This system is used for
fighting fire in the cargo space, on cargo deck, in the engine room, pump room, paint store etc. This
6. FIRE MAIN SYSTEM (HYDRANT SYSTEM): The discharge of sea water from the fire
pump is led through out the ship in a fire main line and fire hydrants are provided on the fire main
line at likely spots of fire. Hoses and a nozzle are provided near each fire hydrant to direct water
under high pressure on the fire. In this system, water is available under pressure to fight fire at all
points in vessel. The emergency fire pump discharge can also be fed in this fire main system via an
Emergency Fire
Pump
Additional supply
Sea water intake from from general device
independent ship side pump
Main
Discharge to fire
Fire
main outside engine
Pump
Seawater intake
MAXIMUM ROOM /
OPERATING
WORKING
TEMPERATURE COLOUR OF BULBS
TEMPERATURE
DEG F DEG C
155 68 RED
175 79 YELLOW
200 93 GREEN
286 141 BLUE
360 182 VIOLET
440 – 500 227 - 260 BLACK
9. PORTABLE FIRE EXTINGUISHERS: Also known as first aid fire fighting appliances.
These are for immediate use in the early stages of fire. User should not expect to deal with large fires
since they have a limited duration of use and capacity. These may be divided into four categories
according to the extinguishing agent (media) they contain namely: WATER, FOAM, DRY
CHEMICAL POWDER and CARBON DIOXIDE. The capacity of portable extinguisher varies from
9 litres to 13.5 litres. These extinguishers are located in where there is easy access and they can be
readily seen. The locations are near to room exit, corridors and stairways.
Discharge
Nozzle
a) It is painted yellow has duration of 60 – 90 seconds and can cover a distance of 4 to 6 meters.
b) In this extinguisher, foam concentration is mixed as a solution in water.
c) A CO2 gas cartridge (120 gms to 200 gms) is provided, which when pierced provides the
pressure to discharge the foam solution. The solution is carried upward through the dip tube due to
the gas pressure above it.
Range: Minimum 6 meters for at least 30 seconds. Complete discharge time 90 seconds.
Max. internal pressure: 17 bar at 21C.
Hydraulic test: Upto 24 bar, subsequent tests as per regulations / manufacturer’s advice.
Charge: Protein foam / fluoro protein / AFFF compound solution.
Safety
Clip Flexible
Hose
CO2
Cartridge
Inner
Containers
Pick-up
CO2
Tube
Outlet
Dry
Squeezing
Chemical
Lever
Powder (in
main shell)
Nozzle
a) It is painted blue and is used for extinguishing fire by interruption of chemical reactions.
b) See the figure for the construction of this type of fire extinguisher. The dry chemical powder
(5 Kg.) is contained in the main shell of the extinguisher and CO2 gas is held under pressure in a
sealed cartridge. When the extinguisher is operated, the CO2 cartridge (120 gms) is broken allowing
the CO2 gas escaping to the main shell and push out the powder in the form of fog.
METHODS OF OPERATION
a) Carry the extinguisher to the place of fire and keep it upright. Remove the safety clip and
strike the knob located in the piercing mechanism, which in turn breaks the sealing disc of the
cartridge.
b) Direct the stream of escaping powder at the base of the flame. For effective result stand about
1.5 to 2.5 meters away and direct the stream near the seat of the fire. Move forward, moving the
nozzle rapidly with a sweeping motion. Useful for flight deck and helicopter landing platform,
machinery spaces.
c) When using on outdoor fires, always operate the extinguisher from the upwind side of the fire
to increase the effective range of the spray and to avoid the spray falling on fire fighter.
v) CARBON DIOXIDE TYPE FIRE EXTINGUISHER (4.5 Kg.):
METHODS OF OPERATION: Carry the extinguisher to the place of fire, remove the safety pin
and operate the discharge device and unscrew the valve. Carbon dioxide is discharged through a high-
pressure flexible hose and horn. Direct the jet at the base of fire and sweep across the fire surface. In
open space, stand on up wind side and discharge the gas in down wind direction as close as possible
to fire. For electrical fire, first switch off the power supply.
Note:
1) Never hold discharge hose or outer end of discharge horn of carbon dioxide extinguisher.
Always hold from marked place only to avoid frostbite.
2) Do not lift portable carbon dioxide extinguisher above your height as these gases are heavier
than air and will be directly affecting the breathing system of operator if discharge from a height.
2.b Emergency fire pump: Independent power and with a separate suction line to be provided.
These are used for fire in E/R when main fire pumps are out of action.
Such pumps have minimum capacity similar to that of main pump (not less than 40%) of the
total capacity of all the fire pumps and not less than 25 m3/hr capacity and capable of maintaining 2.5
bars pressure.
Total suction head should not exceed 4.5 mtr. In worst condition.
Diesel driven pump must start with hand cranking at 0ºC.
Fuel tank capacity for at least 3 hours on full load and reserve for 15 hours.
Hand cranking or approved type of alternative measure for starting at least 6
starts in 30 minutes and 2 starts in first ten minutes.
3. Fire hoses
Not to exceed 18 mtr for interior use and 27 mtr For exterior use and cargo spaces for the vessel of
moulded breadth of 27 mtr or more.
Made of closely woven flex, canvas or other approved material.
Provide coupling and other fitting on either end with plain nozzle or dual-purpose nozzle.
Hose dia should not be less than 64 mm if unlined or 45 mm if lined.
To be positioned near the hydrants.
Provision of interchangeable hose and nozzle for each hydrant other than those required for
machinery spaces one for each 30 mtr ships length or part, thereof but in no case less than five in a
ship above 1000 ton.
One spare hose with coupling and nozzle.
Isolating valves to separate the suction of fire main within the machinery spaces containing the main
fire pumps and the rest of the fire line to be fitted in an easily accessible position out side the
machinery space for tanker deck at interval of 10 mtrs.
5. Nozzles: 12 mm or 16 mm or 19 mm diameter nozzles to supply quantity of water as
required. Jet/spray with shut off facility. One at each Hydrant to be provided.
PERSONAL EQUIPMENT
d) The cylinders are connected to a reducing valve, which reduces the pressure to about 4 bars.
The air then passes through a DEMAND VALVE, which further reduces the pressure and passes air
to the user as he inhales and then closes as he exhales. Automatic valve releases exhaled air from the
facemask.
e) When about 10 minutes of air supply remains in the cylinder a warning whistle sound
continuously warning the user.
f) The facemask is of module rubber with a series of adjustable rubber straps to secure it to the
head of wearer and fitted with quick release arrangements. The vision shield has a good vision and
wearer does not have to turn his head constantly.
h) The reflex facemask, to which the demand valve is connected, incorporated an inner mask
speech transmitter and fresh air valve together with the microphone communication equipment. The
air supply from the demand valve on inhalation first passes across the visor to present mistling and
into the inner mask on exhalation. Expired air passes out through the positively closed exhalation
valve in the front of the port.
a) This consists of face mask with an integral speech diaphragm, rubber breathing tube harness
assembly with shackle, hemp covered with wire rope life line, signal plate, air hose, non collapsing
type and double acting foot operated bellow.
b) Fresh air is drawn up the hose by the wearer’s own inspiratory effort. An exhaling valve
allows the escape of excess and vitiated air. The apparatus is connected to a set of bellows, which can
be foot or hand operated.
1. This bellow should be situated in fresh air with the effort of a second person continuous
supply of fresh air for breathing can be provided to the user for his breathing.
b) Air tubing / hose has to be trailed behind the wearer thus restricting his movement and
limiting his area of operation.
d) The apparatus is bulky and not comfortable, compared to breathing apparatus set (CABA set).
Good care is essential to maintain the bellows in good working and unpunctual condition.
One pull-fire attainder asks fire fighter if he is OK. Fire fighter replies with one pull means “I AM
OK”.
Two pull-by fire fighter “Pay out the line, I want to proceed further”. The attainder acknowledges by
two pulls and pays out more lifelines.
Three pull-by fire fighter or fire attainder “Take slack on life line, I am coming out”; “Taking slack
on life line you can come out”.
B) Stability information
1) Details of survival equipment and their storage place.
2) Storage plan.
3) Information on dangerous goods.
In any emergency on board an Emergency Response Plan (ERP) goes into action. Under ERP
a small well-trained team tackles any emergency that may rise. The main feature of ERP is as
follows:
It defines a response to an alarm, ensure safety of life, facilitates effective communication, comply
with standard procedure, it select team as required for further tackling the emergency and starts
training and drill sanctions. The ERP is normally posted at the following locations.
Navigating bridge, engine room, crews accommodation and near muster stations.
TEAM AND THEIR DUTIES: The teams are formed as per pattern given below depending on the
total number of personal borne on board a particular ship.
a) Command team
Master over all incharge
3rd Officer : Assistant
Radio Officer : Communications / Records
Helmsman : Steering
E/R Rating : Messenger
b) Emergency team I
Chief Officer : Leader on Deck
th
4 Engineer : Assistant
Petty Officer : As directed
Seaman : As directed
ERR : As directed
Saloon Crew : As directed
c) Emergency Team II
2nd Engineer : Leader
2nd Officer : Assistant
Petty Officer : As directed
Seaman : As directed
ERR : As directed
Saloon Crew : As directed
d) Technical Team
Chief Engineer : Leader
3rd Engineer : Assistant
Electrical Engineer : As directed
ERR : As directed
e) Support Team
Catering Officer : Leader
f) The command team is responsible for the command and the emergency situations. To initiate
search for any person not accounted for. Establishing internal and external communication and
maintaining safe navigation and time event record.
g) Emergency team must first report to the command team and prepare equipment as ordered,
and report readiness. This team is the first one to tackle emergency.
h) The support team musters at a pre-determined location and advises their readiness to
command team and emergency team on walkie-talkie. They provide support to the command team
and emergency team in preparing survival craft, breathing apparatus, additional fire fighting
equipment, maintain security patrol, boundary cooling and shut-off ventilation.
i) The technical team reports their readiness to command team and give status of machinery and
other emergency system and advise if any machinery has to be shut down for safety and attend to
fixed fire fighting installation if necessary.
SHIP AT SEA
Irrespective of whether the vessel is at sea, anchor or in port, on hearing emergency alarm, all
ship’s personnel muster at their emergency station with their life jacket in long sleeve boiler suit,
safety shoes and safety helmet.
The team leaders muster the teams and report is made to the master regarding any missing
person or absenteeism.